TWI282832B - Control system of electronic throttle valve and motorcycle - Google Patents

Control system of electronic throttle valve and motorcycle Download PDF

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Publication number
TWI282832B
TWI282832B TW093134743A TW93134743A TWI282832B TW I282832 B TWI282832 B TW I282832B TW 093134743 A TW093134743 A TW 093134743A TW 93134743 A TW93134743 A TW 93134743A TW I282832 B TWI282832 B TW I282832B
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TW
Taiwan
Prior art keywords
throttle valve
control system
electric motor
throttle
control
Prior art date
Application number
TW093134743A
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Chinese (zh)
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TW200521320A (en
Inventor
Keisuke Maruo
Tomoaki Kishi
Takeshi Matsuda
Masato Yokoi
Naoya Yamaguchi
Original Assignee
Yamaha Motor Co Ltd
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Publication of TW200521320A publication Critical patent/TW200521320A/en
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Publication of TWI282832B publication Critical patent/TWI282832B/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0277—Fail-safe mechanisms, e.g. with limp-home feature, to close throttle if actuator fails, or if control cable sticks or breaks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2068—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements
    • F02D2041/2072—Bridge circuits, i.e. the load being placed in the diagonal of a bridge to be controlled in both directions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

To provide an electronic throttle valve control system which can prevent rapid rotation of a throttle valve when the control system has a failure. There are provided a throttle valve 10 for controlling the amount of intake air to an internal combustion engine, an electric motor 20 for driving the throttle valve 10, and a control section 21 for controlling the electric motor 20. The throttle valve has an urging mechanism 30 for urging the throttle valve 10 in the closing direction. The control section 21 shifts the electric motor 20 to a regenerative mode when the control system has a failure to control the speed at which the throttle valve 10 is rotated in the closing direction by the urging force of the urging mechanism 30. The throttle valve 10 is therefore rotated slowly in the closing direction by the urging force of the urging mechanism 30 and then held in a predetermined opening position 10b.

Description

1282832 九、發明說明： 【發明所屬之技術領域】 本發明係關於電子節流閥之控制系統，特別係關於在控 制系統發生異常之際之電子節流閥之控制系統。 【先前技術】 電子節流閥由於可利用電子控制控制節流閥之開度，以 凋整引擎（内燃機）之吸氣量，故可實現低排氣氣體、低燃 費，已開始被採用於一部分之小客車中。 在此電子節流閥中，具備有在控制系統發生某些異常 蚪，可切斷電子馬達對節流閥之驅動，利用彈簧之施力使 即流闕返回全關方向之所謂故障防護機能。因此，引擎可 維持可退避行車狀態，使車輛退避至安全之處待修。 另外，藉由設置旁通管路，在利用彈簧之施力使節流閥 返回全關方向時，使引擎仍可吸入一定量之空氣，使引擎 可維持可退避行車狀態。 在專利文獻1中，曾揭示即使不設置此種旁通管路，藉設 置向關方向施力之彈簧與向開方向施力之彈簧，也可利用 此等相對的施力轉動節流閥，維持於特定之開度位置之方 法。 而，控制系統發生異常時，彈簧之施力使節流閥向全關 向轉動之速度非常快，因此，引擎之輸出也會急遽降低。 ^ J客車之情形，由於車輛重量較重，發生此種急遽之引 擎輪出夕 争低’駕駛人也不會感覺到車輛之動作變化，但 重1較輕之機車之情形，駕駛人會感覺到車輛之動作發 97485.doc 1282832 生變化， 不舒服。 此變化有可能會使駕駛人感到操作性降低或覺得 在專利文獻2中，為了不引起此種節流閥之急遽之轉動， 曾揭示在利用彈簧施力於關方向之節流閥之轉動中，利用 附加阻力’使節流閥缓慢關閉之方法H不會發生引 擎之急遽之輸出降低，即使車輛以低速齒輪行進，車輛之 動作也不會顯得不靈活。又，作為在節流閥之轉動中附加 阻力之手段（缓衝手段），可使用利用電氣黏性流體之電子式 減振機能等。 > 又，在機車中，應用電子節流閥之例曾揭示於專利文獻3。 專利文獻1:日本特開2003-201866號公報 專利文獻2:日本特開平6_248979號公報 專利文獻3:日本特開2002-106368號公報 【發明内容】 上述專利文獻2所載之方法在抑制節流閥之急遽之轉動 之”’占上雖屬叙異’但必須在節流閥之閥軸安裝在節流閥之 轉動中附加阻力之手段（緩衝手段），且作為緩衝手段，例如 使用電氣黏性流體減振器之情形，由於控制系統發生異常 時，電氣黏性流體之黏性阻力會增大，故必須設置將電場 施加至電氣黏性流體之手段。 但，在機車之情形，與小客車不同，由於收容空間有限 制，故進一步安裝此種緩衝手段在物理上較為困難。且使 用電氣黏性流體減振器等之電子式減振器機能時，也有必 要與控制系統之異常發生連動地執行電子式減振器機能本 97485.doc 1282832 際則述節流閥係在藉前述第1及第2施力機構之相對的施 力向關方向或開方向轉動後，被保持於特定開度位置。 最好在前述節流閥被保持於特定開度位置時，前述内燃 機係維持可退避行車狀態。 本發明之另一電子節流閥之控制系統係包含調整内燃機 之吸氣I之節流閥、驅動前述節流閥之電動馬達、及控制 2述電動馬達之控制部者；其特徵在於··前述控制部係在 前述控制系統發生異常之際，利用使前述電動馬達處於再 生狀恶’制動前述節流閥之轉動。 在某適當之實施型態中，在前述控制系統發生異常之 際則述節流閥係被保持於前述異常發生之時點之開度位 置。 在某適當之實施型態中，前述控制部係在前述控制系統 發生異常之際，切斷供應至前述電動馬達之電源後，使前 述電動馬達處於再生狀態。 在某適當之實施型態中，前述施力機構係由包含彈簧之 機構所構成。 在某適當之實施型態中，進一步包含利用手動驅動前述 節流閥之節流操作機構，在前述控制系統發生異常之際， 利用前述節流操作機構向閉方向可轉動地控制前述節流 閥。 本發明之機車之特徵在於包含上述電子節流閥之控制系 統0 【發明之效果】 97485.doc 1282832 電子節流閥之控制“，在該控制系統發 /際’利用使驅動節流閥之電動馬達處於再生狀 :力施力使欲轉動之節流闕’使衰減其轉動速度之 、二=用’以抑制節流閥之急遽之轉動。此電動馬達在 u動作時’係使用作為驅動節流閥之開閉之驅 =必要附加僅在控制系統發生異常時才起作用之新的構 :。又’電動馬達之再生狀態可利用將馬達之兩端子短路， :馬達發揮作為發電機之作用’簡單地由通常動作加以切 換。因此’不必增加以往之收容空間’且可藉簡單之控制， 即使在電子節流閥之控㈣統發生異常時，也可抑制節流 閥之急遽轉動。 又，作為施力機構，具備有使開方向節流閥向關方向施 力之第1施力機構、與向開方向施力之第2施力機構，在控 制系統發生㈣時’可將節㈣保持於單—意義地決定於 第1及第2施力機構之相對的施力之開度位置，故可使内燃 機事先維持於最適之退避行車狀態。 另外在未具備施力機構之情形，在控制系統發生異常 時’也可㈣使驅動節流閥之電動馬達處於再生狀態，將 節流閥預先保持於異常發生之時點之開度位置，故不會使 駕駛人感覺到車輛之動作有急遽之變化。 【實施方式】 電子節流閥之控制系統在可實現低排氣氣體、低燃料費 之點雖然有益，但必須具備在電子節流閥之控制系統發生 異常之際執行動作之故障防護機能。然而，由於機車比小 97485.doc -10- 1282832 二表卞由平行於卽流閥1 〇之閥軸12之方向所視之節 机體11内之節流閥10之開度位置之剖面圖。在圖2中，實線 八L㊉動作時之節流閥1 〇之開度位置1 。在控制系統發 生異吊時，節流閥10藉施力機構3〇之施力向關方向（箭號方 向）轉動’而被保持於虛線所示之特定開度位置1仙。 鈿力機構30係在圖2所示之特定開度位置1〇b，以具有内 燃機可維持退避行車狀態之程度之開度方式，事先調整其 轭力。作為施力機構3〇，例如可使用彈簧等。又，所謂「退 避行車狀恶」’係指切斷電子節流閥之電性控制時，仍可最 低限度使車輛退避行車至路邊等安全處之狀態，亦含怠速 狀態。 圖3係表示節流閥10由控制系統發生異常時之開度^至 向關方向轉動而達到特定之開度^。為止之對時間之開度 變化之曲線圖。 虛線所示之曲線篇係表示以往僅藉施力機構30之施力 使節流閥1〇向關方向轉動之情形，在非常短時間⑹内，即 達到特疋之開度0 〇。對此，實線所示之曲線池係表示 使電動馬達20處於再生狀態，藉以__面抑制節流閥1〇之轉 動速度’一面向關方向轉動之㈣，花緩慢時間⑹才達到 特定之開度0 〇。 如此’在本發明之電子節流閥之控制系統中，控制系統 發生異常而啟動故障防護機能時，也不會產生節流間之急 遽轉動’其結果，機車之駕馼人感覺不到之車輛動作之急 遽變化。 97485.doc -12- 1282832 一又在本實施型態中，在控制系統發生異常時，節流閥 曰向關方向轉動而保持於特定開度位置，但若利用其他手 &月b使内燃機維持在退避行車狀態，則使節流閥轉動到全 關方向亦無妨。例，事先在節流體另外設置旁通管路， 在控㈣統發生異常之際，通過旁通管路將-定量之空氣 吸入内燃機，則可使内燃機維持在退避行車狀態。又，在 :車之情形’由於車體較輕，若在節流閥一直保持全關狀 悲仍可推動車輛，則不特別設置旁通管路亦無妨。 八人 面參照圖40)〜(C)，一面說明控制系統發生異常 時將電動馬達2G切換至再生狀態之控制電路。 圖4(a)〜(c)所示之控制電路係利用包含4個電晶體feti〜* 之Η電橋電路所構成。圖4(a)係表示電動馬達20正轉動作之 情形’此情形，藉使FET1、4通電，使FET2、3斷電，使電 /瓜/瓜向箭旒所示之路徑。圖4(b)係表示電動馬達2〇反轉動作 之情形’此情形，藉使FET2、3通電，使FET1、4斷電，使 電流流向箭號所示之路徑。如此，利用切換流向電動馬達 2〇之電流方向，改變電動馬達2〇之旋轉方向，藉此可控制 節流閥10之開關動作。 圖4(c)係表示電動馬達2〇處於再生狀態之情形，此情形， 藉使FET1、2通電，使FET3、4斷電，使電流流向箭號所示 之路徑。此時，電動馬達20起作用作為發電機，產生反電 動勢，使反向電流流通。利用此電流，產生與電動馬達2〇 之旋轉方向反向之轉矩，呈現抑制電動馬達2〇之旋轉之刹 車動作。又，藉使FET1、2斷電，使FET3、4通電，亦可使 97485.doc -13- 1282832 化之曲線圖。圖7(a)係表示控制系統發生異常時之開度0 1 大於特疋之開度0 G之情形，節流閥丨〇一面緩慢向關方向轉 動，一面到達特定之開度θο。圖7(b)係表示控制系統發生 異常時之開度Θ 2小於特^之開度$ Q之情形，節流閥1〇一面 緩忮向開方向轉動，一面到達特定之開度0 0。 本《X月之電子節流間之控制系統之特徵係在控制系統發 生異常時使電動馬達處於再生狀態之點上。使電動馬達處 2再生狀態具有對節流閥之急遽轉動加以制動之技術上的 忍義。即’若未設置向關方向施力之施力機構，節流閥會 保持於控制系統發生異常之時點之開度位置。 圖8係基於此種觀點而顯示掌握本發明之電子節流閥之 控制系統之實施型態之構成之模式圖。即，呈現由圖i或圖 :所示之構成卸下施力機構3〇、31之構成。此情形，在控制 系統發生異常時，節流閥1()會保持於發生異常之時點之開 度位置。因此，機車之駕駛人在電子節流閥之控制系統發 生異常時，亦可防止車輛動作之急遽變化，防止駕駛人之 不舒服感及操作性之變化。 又’在控㈣統發生異常之際’可使電動馬達處於再生 狀態，利用可以手動驅動由保持於發生異常之時點之開度 位置之狀態操作節流閥10之節流操作機構，使節流闕^ 關方向轉動’而可關閉至維持退避行車狀態之開度。 其次，一面參照圖9及圖1〇, _面說明在節流閱設置施力 機構之構成例。 圖9係表示節流閥10與驅動其之電動馬達加之構成圖。節 97485.doc -16- 1282832 流體11形成圓筒狀，節流閥10係固定於配置成貫通全部節 流體11之1根共通之閥軸12。電動馬達2〇係配置成與閥軸12 平行’並構成經由中間大齒輪41、中間小齒輪42將裝定於 電動馬達20之旋轉軸之驅動齒輪4〇之旋轉傳達至固定於閥 軸12之閥軸驅動齒輪43，利用該閥軸驅動齒輪43旋轉驅動 閥軸12。 圖10係表示沿著圖9之X-X線之剖面圖之圖。彈簧3〇a係以 捲繞在閥軸12之周圍方式被安裝，一方之端部鉤住設於閥 轴驅動齒輪43之銷50，他方之端部被支持於殼體6〇或節流 · 體11。如此配置之彈簧3〇a可經由閥軸驅動齒輪43而提供使 閥軸12向關方向轉動之施力。 如此構成之彈簧30a可形成與將電動馬達2〇之旋轉傳達 至節流閥之閥軸之減速齒輪成一體之構成，故無必要確保 設置彈簧3〇a用之多餘之收容空間，且設置作為施力機構^ 彈簧3〇a也可發揮作為減速齒輪之齒隙防止用之復原彈簧 之作用’故-個彈簧可兼具提供施力與防止齒隙之雙㈣ 能。 · 另二’也可在控制系統發生異常之際以手動驅動節流閥 10之節流操作機構中設置施力機構。 圖9之左側係表示節流操作機構。安裝於操向把手（未圖 示）之節流閥操作把手44係經由節流閥境線45連結於中間 滑輪46，再經由連結板49連結於自由臂48。 圖⑴系表示節流操作機構之剖面圖。節流閥操作把手44 之轉動操作經由節流閥纜線45被傳達至中間滑輪46，中間 97485.doc 17 1282832 ⑺輪46之轉動經由連結板49被傳達至自由臂48。自由臂48 ^有缺口邛，自由臂48向箭號方向轉動時，缺口部之側 緣可推動傳達構件47，藉以轉動閥軸12。因此，可利用手 動操作節流閥10之轉動。 士圖11所不，彈簧30b係以捲繞在中間滑輪46之旋轉軸之 周圍方式被安裝’一方之端部鉤住設於中間滑輪46之銷， 他方之端部被支持於節流體11。如此配置之彈簧3〇b可經由 傳達構件47而提供使閥軸12向關方向轉動之施力。 以上’已就本發明之電子節流閥之控制系統予以說明， 但利用本發明之特徵之電動馬達之再生狀態之控制系統也 可適用於動力源使用電動馬達之其他機構。 以下，一面參照圖12〜圖19，一面詳述以電動馬達驅動之 節流閥及離合器等之控制系統。 圖12係表示機車之構成。機車ι〇1係在車體架ι〇2連接於 頭管103之左右一對之燃料箱執1〇4之後端連接向斜後方延 伸之後架105。在燃料箱執丨〇4之上部設有燃料箱丨〇6，在下 部配設有引擎單元107。在後架1〇5之前部配設有主板1〇8。 又’在頭官103樞支著前叉1〇9，在前又ι〇9之上端設置操 向把手110，下端設置前輪1U。又，在燃料箱執1〇4之後端 下部之後臂托架112，經由樞軸114可上下擺動地樞支著後 臂113，後臂113之後端配設後輪115。 又，在後臂托架112向後方突設腳踏板支架丨丨6，在腳踏 板支架116朝向車寬外側設有可放置駕駛人之腳之腳踏板 117。 97485.doc -18- 1282832 用電動馬達127、拉桿131、槓桿132a、132b所構成。離合 器用電動馬達127轉動時，槓桿13仏向圖中上下方向擺動， 利用槓桿132a之擺動，使拉桿131向圖中左右方向移動，利 用拉桿131之移動，使槓桿1321)向圖中前後方向擺動，而構 成使變速箱122内部之離合器切斷或連接。離合器用電動馬 達127、拉桿131、及槓桿132a、U2b具有作為驅動源之機 A匕 月6 。 在圖12之左把手133之手柄側，具備有未圖示之換檔開 關，利用駕駛人之換檔開關之手動操作，使變速齒輪由中 間向增加或減少方向變更換檔位置至丨速及最高速。又，左 把手133之手柄側，也具備有未圖示之AMT切換開關，藉此 切換執行半自動模態或全自動模態中之一種齒輪換檔動 作。 上述多段換檔機構及離合器之切換均使用amt機構 126 ’利用未圖示之金屬線或油壓機構所驅動。 圖15係表示連接於引擎單元1〇7内之各汽缸之吸氣孔之 節流機構140。 節流體141係形成圓筒狀，節流閥142係將配置於各節流 體141内之圓盤狀之閥板142b固定於配置成貫通全部節流 體141之1根共通之閥軸142a。圖15之左右之節流體“I彼此 係利用連接轂部1414互相連接，又，在中央之節流體141 間配設有電動驅動機構143。 電動驅動機構143係將電動馬達143a連接配設成使其旋 轉軸與閥軸142a平行，將裝定於電動馬達143a之旋轉軸之 97485.doc -20- 1282832 驅動齒輪143b之旋轉，經由中間大齒輪143c、中間小齒輪 143d傳達至固定於閥軸142a之扇形之閥軸驅動嵩輪。 構成利用此閥軸驅動齒輪143e旋轉驅動閥軸i42a。此電動 驅動機構143係被收容於與節流體141個別形成之殼體143f 内。 而，在突出於閥軸142a之外方之右端部安裝有檢測節流 閥142之開度之節流閥開度感測器144。又，在左端部可相 對旋轉地裝定著自由臂145之圓盤狀之轂部145a，自由臂 145之臂部145b(未圖示）係經由連結板146連接於中間滑輪 147。此中間滑輪147係經由節流閥纜;線148連接於操向把手 110之節流閥操作把手149。 連結板146、中間滑輪147、節流閥纜線148及節流閥操作 把手149係構成依照駕駛人之節流閥操作把手1之操作量 而手動開閉節流閥142之節流操作機構160。電動驅動機構 143及節流操作機構16〇具有作為驅動源之機能。 中間滑輪147係在中間軸147a之左端被固定支持成可與 此共同轉動，此中間軸147a係被形成於左端之節流體141之 轂部141c可轉動地軸支著。又，在中間軸147a之右端，裝 定著檢測節流閥操作把手149之操作角度之節流閥操作把 手開度感測器150。 又，在各節流體141之下側，依照每汽缸配設燃料喷射閥 151，在各燃料噴射閥151之燃料導入部連接著共通之燃料 供應管152。 圖16係表示機車1〇1之控制系統之構成之區塊圖。 97485.doc 1282832 引擎單元107係利用節流機構14〇調整導入各汽缸内之吸 氣里，利用燃料喷射閥15 1調整各汽缸内之燃料喷射量，以 "周1其輸出動力。節流機構140係利用電動驅動機構143内 之電動馬達143a之驅動力轉動閥軸142a而開閉節流閥 142。節流閥開度感測器144係檢測節流閥142之開度，將節 流開度檢測信號輸出至控制單元200。 電動·驅動機構143内之電動馬達143a係利用由控制單元 200輸入之節流驅動信號而產生驅動力，利用該驅動力，經 由驅動齒輪143b、中間大齒輪143c、及中間小齒輪143d轉 動節流機構140内之閥軸142a。節流操作機構160係在電動 驅動機構143之驅動力被切斷時，可依照駕駛人之檢測節流 閥操作把手149之操作量手動開閉節流閥142。 離合器170係被離合器用電動馬達127之驅動力切換操 作’以切斷或連接引擎單元1〇7之動力對變速箱122之傳 達。離合器170係内藏未圖示之離合器彈簧、離合器片及摩 擦片。 欲連接離合器170時，調整離合器用電動馬達127之驅動 力’而利用離合器彈簧之推壓力徐徐向使離合器片及摩擦 片連接於驅動軸（未圖示）之方向推壓，而將引擎單元1〇7之 動力徐徐傳達至變速箱122。欲切斷離合器170時，利用離 合器用電動馬達127之驅動力，解除離合器彈簧之推壓力， 而使離合器片及摩擦片作用於由驅動軸切斷之方向，以切 斷引擎單元107之動力對變速箱122之傳達。 離合器用電動馬達127係利用控制單元200所輸入之離合 97485.doc -22- 1282832 器切斷信號調整驅動力，利用其驅動力控制離合器17〇之接 、、、哀動作。離合器感測器201係檢測離合器i7〇之動作狀態， 將離合器位置檢測信號輸出至控制單元2〇〇。上述離合器彈 簧及調整離合器用電動馬達127具有作為驅動源之機能。 車速檢測器203係檢測後輪115之轉數，將對應於其轉數 之車速信號輸出至擇制單元200。節流閥操作把手開度感測 器150係檢測節流閥操作把手149之操作角度而將節流操作 角度k測仏號輸出至控制單元2〇〇。換檔開關2〇5係依照駕 皱人之手動操作將換稽位置信號輸出至控制單元2 0 0。 圖17係控制單元200之區塊圖。係由多數輸入電路 301〜304、CPU305、多數驅動電路3〇ό、307、多數輸出監 視電路308、309、多數馬達電源切斷電路31〇、311所構成。 輸入電路301係將由節流閥開度感測器144輸入之節流開 度檢測信號輸出至CPU305。輸入電路302係將由節流閥操 作把手開度感測器1 50輸入之節流操作角度檢測信號輸出 至CPU305。輸入電路303係將由換檔開關205輸入之換檔位 置信號輸出至CPU305。輸入電路304係將由離合器感測器 201輸入之離合器位置檢測信號輸出至CPU3〇5。 CPU305係依據由輸入電路3〇1〜3〇4分別輸入之各種信 號，將控制電動驅動機構143内之電動馬達143a及離合器用 電動馬達127之各動作之控制信號輸出至驅動電路3〇6、 307。 又’ CPU305係具有監視本身之動作狀態以檢測動作異常 之機能。當檢測其動作異常時，將切斷信號輸出至各馬達 97485.doc -23- 1282832 電源切斷電路310、311，並將使各電動馬達127、143a轉移 至求彳車模悲之模悲切換信號輸出至各驅動電路3〇6、3〇7。 另外，CPU305係具有依據由輸入電路3〇1〜3〇4分別輸入 之各k號4欢測各感測器144、150、201及開關205之異常之 機能，當檢測其異常狀態時，將異常信號輸出至各馬達電 源切斷電路310、311，並將使各電動馬達127、143a轉移至 剎車模態之模態切換信號輸出至各驅動電路3〇6、3〇7。 又，CPU305係具有依據由輸出監視電路3〇8、3〇9輸入之 4吕號檢測各驅動電路306、307及各電動馬達127、143a之異 吊之機旎，當檢測其異常狀態時，將模態切換信號輸出至 各驅動電路306、307。 驅動電路306、307係利用包含電晶體FET1〜4之Η橋電路 所構成（參照圖4)。驅動電路3〇6、307及電動馬達正轉動作 時，藉使FET1、4通電，使FET2、3斷電，使驅動電流在圖 4(a)所示之路徑流通。又，驅動電路3〇6、3〇7及電動馬達反 轉動作時，藉使FET2、3通電，使FET1、4斷電，使驅動電 流在圖4(b)所示之路徑流通。 又，驅動電路306、307及電動馬達剎車動作時，藉使 FET1、2通電，使FET3、4斷電，使驅動電流在圖4(c)所示 之路徑流通。此時，電動馬達127、143a執行作為發電機之 動作，產生反電動勢，使反向電流流通。利用此電流，產 生與電動馬達127、143 a之原來之旋轉方向反向之轉矩，呈 現剎車動作。 驅動電路306、307依據由CPU305所輸入之各控制信號， 97485.doc -24- 1282832 控制FET1〜4之通電/斷電，以控制各電動馬達127、143a之 正轉動作、反轉動作。又，驅動電路3〇6、3〇7依據由cpu3〇5 所輸入之模態切換信號，控制FET1〜4之通電/斷電，以控制 各電動馬達127、143a之剎車動作。 輸出監視電路308、309係檢測流向各驅動電路306、307 與各電動馬達127、143a之間之驅動電流，將驅動電流信號 輸出至CPU305。 馬達電源切斷電路3 1〇、3 11係將馬達電源供應至驅動電 路306、307，當異常信號由輸入時，切斷供應至 驅動電路306、307之馬達電源。又，上述節流閥開度感測 器144、節流閥操作把手開度感測器丨5〇、離合器感測器 201、車速檢測器203具有作為檢測車輛之動作狀態之檢測 部之機能。 其次’說明機車1 〇 1之通常時之控制動作。 在機車101中’操作節流閥操作把手149時，利用節流閥 操作把手開度感測器150檢測其操作角度，將其節流操作角 度檢測偵號輸入至控制單元2〇〇内之CPU305。又利用節流 閥開度感測器144檢測節流閥142之開度，將其節流閥開度 檢測信號輸入至控制單元2〇〇内之CPU3 05。 CPU305依據由節流閥操作把手開度感測器15〇輸入之節 流操作角度檢測信號、與由節流閥開度感測器144輸入之節 流閥開度檢測信號，將控制電動驅動機構143内之電動馬達 143a之動作之控制信號輸出至驅動電路3〇6。 驅動電路306依據由CPU305輸入之控制信號，控制 97485.doc -25- 1282832 反轉 FET1〜4之通電/斷電’使電動馬達143a執行正轉動作戈 動作，使節流閥142開閉於希望之開度位置。 又，在機車1 〇 1中，當駕駛人操作換檔開關2〇5時，其換 才當位置彳a號被輸入至控制早7〇200内之CPU305。又離 器170之動作狀態被離合器感測器2〇1所檢測，其離入器" 置檢測信號被輸入至控制單元2〇〇内之CPU305。1282832 IX. Description of the Invention: [Technical Field] The present invention relates to a control system for an electronic throttle valve, and more particularly to a control system for an electronic throttle valve in the event of an abnormality in a control system. [Prior Art] Since the electronic throttle valve can control the opening degree of the throttle valve by electronic control to reduce the intake amount of the engine (internal combustion engine), low exhaust gas and low fuel consumption can be realized, and it has been adopted in part. In the passenger car. In this electronic throttle valve, there is a so-called fault protection function that can cause the electronic motor to drive the throttle valve when the control system has some abnormality, and the spring force is applied to return the flow to the fully closed direction. As a result, the engine maintains a reversible driving condition and allows the vehicle to be retired to a safe place for repair. In addition, by providing a bypass line, when the throttle valve is returned to the fully closed direction by the biasing force of the spring, the engine can still draw a certain amount of air, so that the engine can maintain the retractable driving state. Patent Document 1 discloses that even if such a bypass line is not provided, a spring that biases in the closing direction and a spring that biases in the opening direction can be used, and the relative urging force can be used to rotate the throttle valve. A method of maintaining a specific opening position. However, when an abnormality occurs in the control system, the spring force exerts a very fast rotation of the throttle valve to the full direction, and therefore, the output of the engine is also drastically reduced. ^J bus situation, due to the heavy weight of the vehicle, the engine wheel of this kind of rush is rushing down. 'The driver will not feel the movement of the vehicle, but the driver will feel the lighter locomotive. The action to the vehicle is 97485.doc 1282832 The change is uncomfortable. This change may cause the driver to feel operability lower or feel that in Patent Document 2, in order not to cause the rapid rotation of such a throttle valve, it has been revealed that the rotation of the throttle valve in the closing direction by the spring is revealed. The method of using the additional resistance 'to make the throttle valve slowly close H does not cause the engine's rapid output to decrease, even if the vehicle travels in the low speed gear, the movement of the vehicle will not appear inflexible. Further, as a means (buffer means) for adding a resistance to the rotation of the throttle valve, an electronic vibration damping function using an electrically viscous fluid or the like can be used. > Further, in the locomotive, an example in which an electronic throttle valve is applied has been disclosed in Patent Document 3. Patent Document 1: Japanese Laid-Open Patent Publication No. Hei. No. Hei. No. Hei. No. Hei. No. 2002-106368. The "quick rotation of the valve" is a paradox, but the valve shaft of the throttle valve must be installed in the rotation of the throttle valve to add resistance (buffering means), and as a buffer means, for example, using electrical adhesive In the case of a fluid damper, since the viscous resistance of the electrically viscous fluid increases due to an abnormality in the control system, a means of applying an electric field to the electrically viscous fluid must be provided. However, in the case of a locomotive, small Since the passenger compartment is different, it is physically difficult to further install such a buffering device. When an electronic damper function such as an electric viscous fluid damper is used, it is necessary to interlock with the abnormality of the control system. The implementation of the electronic damper function is 97485.doc 1282832, and the throttle valve is opened or closed by the relative force of the first and second urging mechanisms. After the rotation, the position is maintained at a specific opening position. Preferably, the internal combustion engine maintains the retractable driving state when the throttle valve is maintained at the specific opening position. The control system of the electronic throttle valve of the present invention is a throttle valve for adjusting intake air I of an internal combustion engine, an electric motor for driving the throttle valve, and a control unit for controlling the electric motor; wherein the control unit is abnormal when the control system is abnormal The rotation of the throttle valve is performed by causing the electric motor to be in a regenerative state. In a suitable embodiment, when the control system is abnormal, the throttle valve is held at the time when the abnormality occurs. In a suitable embodiment, the control unit shuts down the power supplied to the electric motor and causes the electric motor to be in a regenerative state when an abnormality occurs in the control system. In the above configuration, the urging mechanism is constituted by a mechanism including a spring. In a suitable embodiment, further comprising using a manual drive In the throttle operating mechanism of the throttle valve, when the control system is abnormal, the throttle valve is rotatably controlled in the closing direction by the throttle operating mechanism. The locomotive of the present invention is characterized in that the electronic throttle valve is included Control system 0 [Effect of the invention] 97485.doc 1282832 Control of the electronic throttle valve ", in the control system, the electric motor that drives the throttle valve is in a regenerative state: the force is applied to make the section to be rotated The flow 阙 'make the speed of its rotation, the second = use ' to suppress the rapid rotation of the throttle valve. When the electric motor is in operation, it is used as a drive for opening and closing the drive throttle valve. It is necessary to add a new structure that only functions when an abnormality occurs in the control system. Further, the "regeneration state of the electric motor can be short-circuited by the two terminals of the motor, and the motor functions as a generator", which is simply switched by the normal operation. Therefore, it is not necessary to increase the conventional accommodating space, and the simple control can be performed to suppress the rapid rotation of the throttle valve even when an abnormality occurs in the control of the electronic throttle valve. Further, the urging means includes a first urging means for biasing the opening-direction throttle valve in the closing direction and a second urging means for biasing the opening direction, and when the control system is generated (four), the section can be used. (4) The position of the opening of the relative urging force of the first and second urging means is determined in a simple manner, so that the internal combustion engine can be maintained in an optimum retracted driving state in advance. In addition, in the case where the urging mechanism is not provided, when an abnormality occurs in the control system, the electric motor that drives the throttle valve is in the regenerative state, and the throttle valve is previously held at the opening position at the time of the abnormality, so It will make the driver feel the impetuous changes in the movement of the vehicle. [Embodiment] The control system of the electronic throttle valve is advantageous in that it can realize low exhaust gas and low fuel cost, but it must have a fail-safe function to perform an operation when an abnormality occurs in the control system of the electronic throttle valve. However, since the locomotive is smaller than the 97485.doc -10- 1282832, the cross-sectional view of the opening position of the throttle valve 10 in the machine body 11 viewed from the direction parallel to the valve shaft 12 of the choke valve 1 is shown. . In Fig. 2, the opening position of the throttle valve 1 in the solid line eight L is ten. When the control system is differently suspended, the throttle valve 10 is rotated by the biasing force of the urging mechanism 3 向 in the closing direction (arrow direction) and held at the specific opening position indicated by the broken line. The force mechanism 30 is at a specific opening position 1 〇 b shown in Fig. 2, and the yoke force is adjusted in advance so as to have an opening degree in which the internal combustion engine can maintain the retracted driving state. As the urging mechanism 3, for example, a spring or the like can be used. In addition, the term "retracting traffic-like evil" means that when the electrical control of the electronic throttle valve is cut off, the vehicle can be evacuated to a safe place such as a roadside at the minimum, and the idle state is also included. Fig. 3 is a view showing that the throttle valve 10 is rotated by the opening degree of the control system to the closing direction to reach a specific opening degree. A graph of the change in the opening of time to date. The curve shown by the broken line indicates that the throttle valve 1 is rotated in the closing direction only by the urging force of the urging mechanism 30, and the opening degree of the entanglement is reached within a very short time (6). In this regard, the curved pool shown by the solid line indicates that the electric motor 20 is in the regenerative state, whereby the rotational speed of the throttle valve 1〇 is suppressed by the __ surface, and the rotation is performed in the closing direction (4), and the specific time is achieved by taking a slow time (6). The opening degree is 0 〇. Thus, in the control system of the electronic throttle valve of the present invention, when the control system is abnormal and the fail-safe function is activated, there is no sudden rotation between the throttling chambers. As a result, the locomotive is not aware of the vehicle. The impetuous changes in action. 97485.doc -12- 1282832 In this embodiment, when an abnormality occurs in the control system, the throttle valve 转动 rotates in the closing direction to maintain the specific opening position, but if other hands & Maintaining the retreating state allows the throttle to rotate to the fully closed direction. For example, a bypass line is additionally provided in the throttle body in advance, and when an abnormality occurs in the control system, the air is sucked into the internal combustion engine through the bypass line, and the internal combustion engine can be maintained in the retracted driving state. In addition, in the case of the car, the vehicle body is light, and if the throttle valve is kept fully closed, the vehicle can be pushed, and the bypass pipe is not particularly provided. Referring to Figs. 40) to (C), eight persons will be described with reference to Figs. 40) to (C), and a control circuit for switching the electric motor 2G to the regenerative state when an abnormality occurs in the control system will be described. The control circuit shown in Figs. 4(a) to 4(c) is constituted by a Η bridge circuit including four transistors feti~*. Fig. 4(a) shows the case where the electric motor 20 rotates forward. In this case, when the FETs 1 and 4 are energized, the FETs 2 and 3 are turned off, and the electric/melon/melon is turned to the path indicated by the arrow. Fig. 4(b) shows the case where the electric motor 2 is reversed. In this case, when the FETs 2 and 3 are energized, the FETs 1 and 4 are turned off, and current flows to the path indicated by the arrow. In this manner, by switching the direction of the current flowing to the electric motor 2, the direction of rotation of the electric motor 2 is changed, whereby the switching operation of the throttle valve 10 can be controlled. Fig. 4(c) shows a state in which the electric motor 2 is in a regenerative state. In this case, by energizing the FETs 1, 2, the FETs 3, 4 are de-energized, and current flows to the path indicated by the arrow. At this time, the electric motor 20 functions as a generator to generate a counter electromotive force to allow a reverse current to flow. With this current, a torque which is opposite to the direction of rotation of the electric motor 2A is generated, and the brake operation for suppressing the rotation of the electric motor 2'' is exhibited. Moreover, by turning off the FETs 1 and 2 and energizing the FETs 3 and 4, the graph of 97485.doc -13-1282832 can also be made. Fig. 7(a) shows a case where the opening degree 0 1 when the control system is abnormal is larger than the opening degree 0 G of the characteristic, and the throttle valve is slowly rotated in the closing direction while reaching the specific opening degree θο. Fig. 7(b) shows a case where the opening degree Θ 2 when the control system is abnormal is smaller than the opening degree $ Q, and the throttle valve 1 忮 is rotated in the opening direction while reaching the specific opening degree 0 0 . . The control system of the electronic throttle in X month is characterized by the fact that the electric motor is in a regenerative state when the control system is abnormal. The electric motor 2 regeneration state has a technical tolerance for braking the rapid rotation of the throttle valve. That is, if the urging mechanism that applies the force to the closing direction is not provided, the throttle valve will remain at the opening position at the time when the control system is abnormal. Fig. 8 is a schematic view showing the configuration of an embodiment of a control system for grasping the electronic throttle valve of the present invention based on such a viewpoint. That is, the configuration in which the urging means 3, 31 are removed by the configuration shown in Fig. 1 or Fig. is presented. In this case, when an abnormality occurs in the control system, the throttle valve 1 () will remain at the opening position at the time when the abnormality occurs. Therefore, when the driver of the locomotive is abnormal in the control system of the electronic throttle valve, it can prevent the rapid change of the vehicle movement and prevent the driver from feeling uncomfortable and operability. In addition, when the abnormality occurs in the control (fourth system), the electric motor can be in the regenerative state, and the throttling operation mechanism that can operate the throttle valve 10 in a state of maintaining the opening position at the time when the abnormality occurs can be used to throttle the throttle. ^ Turning in the 'direction' can be turned off to maintain the opening of the retreating driving state. Next, a configuration example of the urging mechanism in the throttle reading will be described with reference to Figs. 9 and 1B. Fig. 9 is a view showing the configuration of the throttle valve 10 and the electric motor that drives the same. Section 97485.doc -16 - 1282832 The fluid 11 is formed in a cylindrical shape, and the throttle valve 10 is fixed to a common valve shaft 12 that is disposed so as to penetrate all of the throttle body 11. The electric motor 2 is disposed in parallel with the valve shaft 12 and configured to transmit the rotation of the drive gear 4 that is fixed to the rotating shaft of the electric motor 20 via the intermediate large gear 41 and the intermediate pinion 42 to be fixed to the valve shaft 12 The valve shaft drive gear 43 is used to rotationally drive the valve shaft 12 by the valve shaft drive gear 43. Fig. 10 is a view showing a cross-sectional view taken along line X-X of Fig. 9. The spring 3〇a is attached so as to be wound around the valve shaft 12, and one end is hooked to the pin 50 provided on the valve shaft drive gear 43, and the other end is supported by the casing 6 or throttled. Body 11. The spring 3〇a thus configured can provide a biasing force for rotating the valve shaft 12 in the closing direction via the valve shaft drive gear 43. The spring 30a configured as described above can be formed integrally with the reduction gear that transmits the rotation of the electric motor 2〇 to the valve shaft of the throttle valve, so that it is not necessary to secure the excess accommodation space for the spring 3〇a, and it is provided as The urging mechanism ^ The spring 3〇a can also function as a return spring for preventing the backlash of the reduction gear. Therefore, the spring can provide both the urging force and the backlash prevention. • The other two can also be provided with a biasing mechanism in the throttle operating mechanism that manually drives the throttle valve 10 when an abnormality occurs in the control system. The left side of Fig. 9 shows the throttle operation mechanism. The throttle operating handle 44 attached to the steering handle (not shown) is coupled to the intermediate pulley 46 via the throttle valve line 45, and is coupled to the free arm 48 via the connecting plate 49. Figure (1) is a cross-sectional view showing the throttle operating mechanism. The rotational operation of the throttle operating handle 44 is communicated to the intermediate pulley 46 via the throttle cable 45, intermediate 97485.doc 17 1282832 (7) The rotation of the wheel 46 is communicated to the free arm 48 via the web 49. The free arm 48 has a notch, and when the free arm 48 is rotated in the direction of the arrow, the side edge of the notch can push the communication member 47 to rotate the valve shaft 12. Therefore, the rotation of the throttle valve 10 can be manually operated. In the case of Fig. 11, the spring 30b is hooked around the end of the rotating shaft of the intermediate pulley 46, and the end of the spring 30b is hooked to the pin provided on the intermediate pulley 46, and the other end is supported by the throttle body 11. The spring 3〇b thus configured can provide a biasing force for rotating the valve shaft 12 in the closing direction via the communication member 47. The above has been described with respect to the control system of the electronic throttle valve of the present invention, but the control system for the regeneration state of the electric motor utilizing the features of the present invention is also applicable to other mechanisms in which the power source uses the electric motor. Hereinafter, a control system such as a throttle valve and a clutch driven by an electric motor will be described in detail with reference to Figs. 12 to 19 . Figure 12 shows the construction of a locomotive. The locomotive ι 1 is attached to the left and right pair of fuel tanks 1 to 4 in the body frame ι 2, and the rear end is connected obliquely rearwardly to extend the rear frame 105. A fuel tank 丨〇 6 is provided above the fuel tank stub 4, and an engine unit 107 is disposed at the lower portion. Main boards 1〇8 are arranged in front of the rear frame 1〇5. Further, the front fork 103 is pivotally supported by the front officer 103, and the steering handle 110 is disposed at the upper end of the front and the front wheel 1U is disposed at the lower end. Further, after the fuel tank is held 1 to 4, the arm bracket 112 is pivotally supported by the arm bracket 112 via the pivot 114, and the rear wheel 115 is disposed at the rear end of the rear arm 113. Further, a footrest bracket 6 is protruded rearward from the rear arm bracket 112, and a foot pedal 117 on which the driver's foot can be placed is provided on the outer side of the pedal bracket 116 toward the vehicle width. 97485.doc -18- 1282832 is constituted by an electric motor 127, a tie rod 131, and levers 132a and 132b. When the clutch electric motor 127 is rotated, the lever 13 is swung up and down in the drawing, and the lever 131a is swung to move the lever 131 in the horizontal direction in the drawing, and the lever 1321) is swung in the front-rear direction in the drawing by the movement of the lever 131. The configuration causes the clutch inside the transmission 122 to be disconnected or connected. The clutch electric motor 127, the tie rod 131, and the levers 132a, U2b have a machine as a drive source A匕6. On the handle side of the left handle 133 of FIG. 12, there is a shift switch (not shown), and the manual operation of the shift switch of the driver is used to change the shift gear from the middle to the shift position to the idle speed and The highest speed. Further, the handle side of the left handle 133 is also provided with an AMT changeover switch (not shown), thereby switching one of the semi-automatic mode or the fully automatic mode to perform a gear shifting operation. The switching of the multi-step shifting mechanism and the clutch is performed by the amb mechanism 126' using a metal wire or a hydraulic mechanism (not shown). Fig. 15 is a view showing a throttle mechanism 140 connected to the intake holes of the respective cylinders in the engine unit 1A. The throttle body 141 is formed in a cylindrical shape, and the throttle valve 142 fixes the disk-shaped valve plate 142b disposed in each of the throttle bodies 141 to a common valve shaft 142a that is disposed to pass through all of the throttle bodies 141. The left and right joint fluids "I" are connected to each other by the connection hub portion 1414, and an electric drive mechanism 143 is disposed between the central section fluids 141. The electric drive mechanism 143 connects and connects the electric motor 143a so that the electric drive mechanism 143 is connected The rotation shaft is parallel to the valve shaft 142a, and is rotated by the 97485.doc -20-1282832 drive gear 143b of the rotary shaft of the electric motor 143a, and is transmitted to the valve shaft 142a via the intermediate large gear 143c and the intermediate pinion 143d. The fan-shaped valve shaft drives the wheel. The valve shaft drive gear 143e is configured to rotationally drive the valve shaft i42a. The electric drive mechanism 143 is housed in a casing 143f formed separately from the throttle body 141. A throttle opening sensor 144 for detecting the opening degree of the throttle valve 142 is attached to the right end portion of the shaft 142a. Further, a disc-shaped hub of the free arm 145 is rotatably attached to the left end portion. The portion 145a, the arm portion 145b (not shown) of the free arm 145 is connected to the intermediate pulley 147 via the connecting plate 146. The intermediate pulley 147 is connected to the throttle valve operated by the steering handle 110 via the throttle cable; Handle 149. Link plate 146. The intermediate pulley 147, the throttle valve cable 148, and the throttle valve operating handle 149 constitute a throttle operating mechanism 160 for manually opening and closing the throttle valve 142 in accordance with the operation amount of the driver's throttle operating handle 1. The mechanism 143 and the throttle operating mechanism 16A have functions as a driving source. The intermediate pulley 147 is fixedly supported to rotate together at the left end of the intermediate shaft 147a, and the intermediate shaft 147a is formed by the throttle body 141 at the left end. The hub portion 141c is rotatably pivotally supported. Further, at the right end of the intermediate shaft 147a, a throttle valve handle opening degree sensor 150 for detecting an operation angle of the throttle valve operating handle 149 is attached. On the lower side of the 141, a fuel injection valve 151 is disposed in each cylinder, and a common fuel supply pipe 152 is connected to a fuel introduction portion of each fuel injection valve 151. Fig. 16 is a block showing a configuration of a control system of the locomotive 1〇1. Fig. 97485.doc 1282832 The engine unit 107 adjusts the intake air introduced into each cylinder by the throttle mechanism 14〇, and adjusts the fuel injection amount in each cylinder by the fuel injection valve 15 1 to output the power of the week 1 The throttle mechanism 140 opens and closes the throttle valve 142 by rotating the valve shaft 142a by the driving force of the electric motor 143a in the electric drive mechanism 143. The throttle opening degree sensor 144 detects the opening degree of the throttle valve 142, and the section The flow opening degree detection signal is output to the control unit 200. The electric motor 143a in the electric drive mechanism 143 generates a driving force by the throttle driving signal input from the control unit 200, and the driving force is used to drive the gear 143b and the middle portion. The gear 143c and the intermediate pinion 143d rotate the valve shaft 142a in the throttle mechanism 140. When the driving force of the electric driving mechanism 143 is cut, the throttle operating mechanism 160 can manually open and close the throttle valve 142 in accordance with the operation amount of the throttle operating valve operating handle 149 of the driver. The clutch 170 is switched by the driving force of the clutch electric motor 127 to transmit or disconnect the power of the engine unit 1 to 7 to the transmission 122. The clutch 170 incorporates a clutch spring, a clutch plate, and a friction plate (not shown). When the clutch 170 is to be connected, the driving force of the electric motor 127 for the clutch is adjusted, and the pressing force of the clutch spring is gradually pressed to connect the clutch plate and the friction plate to the drive shaft (not shown), and the engine unit 1 is pressed. The power of the 〇7 is slowly transmitted to the transmission 122. When the clutch 170 is to be shut off, the driving force of the clutch electric motor 127 is used to release the pressing force of the clutch spring, and the clutch plate and the friction plate act on the direction in which the drive shaft is cut to cut off the power of the engine unit 107. Transmission of the gearbox 122. The clutch electric motor 127 adjusts the driving force by the clutch 97485.doc -22-1282832 input signal input from the control unit 200, and controls the clutch 17 to be connected and operated by the driving force. The clutch sensor 201 detects the operating state of the clutch i7 and outputs a clutch position detection signal to the control unit 2A. The clutch spring and the electric motor 127 for adjusting the clutch have a function as a drive source. The vehicle speed detector 203 detects the number of revolutions of the rear wheel 115, and outputs a vehicle speed signal corresponding to the number of revolutions thereof to the selecting unit 200. The throttle operation handle opening degree sensor 150 detects the operation angle of the throttle operation handle 149 and outputs the throttle operation angle k to the control unit 2'. The shift switch 2〇5 outputs the change position signal to the control unit 2000 according to the manual operation of the driver. 17 is a block diagram of the control unit 200. The majority of the input circuits 301 to 304, the CPU 305, the plurality of drive circuits 3A and 307, the plurality of output monitor circuits 308 and 309, and the plurality of motor power supply cutoff circuits 31A and 311 are formed. The input circuit 301 outputs a throttle opening detection signal input from the throttle opening degree sensor 144 to the CPU 305. The input circuit 302 outputs a throttle operation angle detection signal input from the throttle operation handle opening degree sensor 150 to the CPU 305. The input circuit 303 outputs a shift position signal input from the shift switch 205 to the CPU 305. The input circuit 304 outputs a clutch position detection signal input from the clutch sensor 201 to the CPU 3〇5. The CPU 305 outputs a control signal for controlling each operation of the electric motor 143a and the clutch electric motor 127 in the electric drive mechanism 143 to the drive circuit 3〇6 based on various signals input from the input circuits 3〇1 to 3〇4, respectively. 307. Further, the CPU 305 has a function of monitoring the operation state of itself to detect an abnormal operation. When it is detected that the operation is abnormal, the cutoff signal is output to each motor 97485.doc -23-1282832 power cutoff circuits 310, 311, and each electric motor 127, 143a is transferred to the die mode switch The signal is output to each of the drive circuits 3〇6, 3〇7. In addition, the CPU 305 has the function of detecting the abnormality of each of the sensors 144, 150, 201 and the switch 205 according to each k number 4 input by the input circuits 3〇1 to 3〇4, and when detecting the abnormal state, The abnormality signal is output to each of the motor power supply shutoff circuits 310 and 311, and a mode switching signal for causing each of the electric motors 127 and 143a to shift to the brake mode is output to each of the drive circuits 3〇6 and 3〇7. Further, the CPU 305 has a mechanism for detecting the respective suspensions of the respective drive circuits 306 and 307 and the electric motors 127 and 143a based on the 4 Lu numbers input from the output monitoring circuits 3〇8 and 3〇9, and when detecting the abnormal state, The modal switching signal is output to each of the drive circuits 306, 307. The drive circuits 306 and 307 are constituted by a bridge circuit including transistor FETs 1 to 4 (see Fig. 4). When the drive circuits 3〇6 and 307 and the electric motor rotate in the forward direction, the FETs 1 and 4 are energized to de-energize the FETs 2 and 3, and the drive current flows in the path shown in Fig. 4(a). Further, when the drive circuits 3〇6, 3〇7 and the electric motor are reversed, the FETs 2 and 3 are energized to de-energize the FETs 1 and 4, and the drive current flows in the path shown in Fig. 4(b). When the drive circuits 306 and 307 and the electric motor are braked, the FETs 1 and 2 are energized to de-energize the FETs 3 and 4, and the drive current flows through the path shown in Fig. 4(c). At this time, the electric motors 127, 143a perform an operation as a generator, generate a counter electromotive force, and cause a reverse current to flow. With this current, a torque which is opposite to the original direction of rotation of the electric motors 127, 143a is generated, and the braking action is exhibited. The drive circuits 306 and 307 control the energization/deactivation of the FETs 1 to 4 in accordance with the respective control signals input from the CPU 305, 97485.doc - 24-1282832 to control the forward rotation operation and the reverse rotation operation of the electric motors 127 and 143a. Further, the drive circuits 3〇6, 3〇7 control the energization/deactivation of the FETs 1 to 4 in accordance with the modal switching signals input from the cpu3〇5 to control the braking operation of the electric motors 127 and 143a. The output monitoring circuits 308 and 309 detect the drive current flowing between the drive circuits 306 and 307 and the electric motors 127 and 143a, and output the drive current signal to the CPU 305. The motor power-off circuit 3 1 〇, 3 11 supplies the motor power to the drive circuits 306, 307, and when the abnormal signal is input, the motor power supplied to the drive circuits 306, 307 is turned off. Further, the throttle opening degree sensor 144, the throttle operation handle opening degree sensor 丨5〇, the clutch sensor 201, and the vehicle speed detector 203 have functions as detection means for detecting the operating state of the vehicle. Next, 'the normal control action of the locomotive 1 〇 1 is explained. When the throttle valve operation handle 149 is operated in the locomotive 101, the operation angle of the handle opening degree sensor 150 is detected by the throttle valve, and the throttle operation angle detection detection number is input to the CPU 305 in the control unit 2 . Further, the opening degree of the throttle valve 142 is detected by the throttle opening degree sensor 144, and the throttle opening degree detection signal is input to the CPU 3 05 in the control unit 2A. The CPU 305 controls the electric drive mechanism according to the throttle operation angle detection signal input by the throttle opening operation sensor 15〇 and the throttle opening detection signal input by the throttle opening sensor 144. A control signal for the operation of the electric motor 143a in 143 is output to the drive circuit 3〇6. The drive circuit 306 controls the energization/de-energization of the inverted FETs 1 to 4 according to the control signal input from the CPU 305. The electric motor 143a performs the forward rotation operation to open and close the throttle valve 142. Degree position. Further, in the locomotive 1 〇 1, when the driver operates the shift switch 2〇5, the change is made when the position 彳a is input to the CPU 305 which is controlled within 7〇200. Further, the operating state of the disconnector 170 is detected by the clutch sensor 2〇1, and the drop detector' detection signal is input to the CPU 305 in the control unit 2A.

CPU305依據由換播開關205輸入之換檔位置信麥、與由 離合器感測器201輸入之離合器位置檢測信號，將控制離人 器17 0之動作之控制信號輸出至驅動電路3 〇 7。 驅動電路307依據由CPU305輸入之控制信號，控制 FET1〜4之通電/斷電，使離合器用電動馬達127執行正=動 作或反轉動作，以控制離合器17〇之斷續動作。驅動電路3〇7 在欲連接離合器170時，一面調整離合器用電動馬達以？之 驅動力，一面利用上述離合器彈簧之推壓力，徐徐向使上 述離合器片及摩擦片連接於驅動軸之方向推壓，而將引擎 單元107之動力徐徐傳達至變速箱I]]。The CPU 305 outputs a control signal for controlling the operation of the player 170 to the drive circuit 3 依据 7 in accordance with the shift position signal input from the change switch 205 and the clutch position detection signal input from the clutch sensor 201. The drive circuit 307 controls the energization/deactivation of the FETs 1 to 4 in accordance with a control signal input from the CPU 305, and causes the clutch electric motor 127 to perform a positive/negative operation or a reverse operation to control the intermittent operation of the clutch 17. The drive circuit 3〇7 adjusts the electric motor for the clutch when the clutch 170 is to be connected? The driving force is gradually pressed by the clutch spring and the friction plate in the direction in which the clutch shaft and the friction plate are connected to the drive shaft, and the power of the engine unit 107 is slowly transmitted to the transmission case I].

又，驅動電路307欲切斷離合器17〇時，利用離合器用電 動馬達127之驅動力，解除離合器彈簧之推愿力，而使離合 器片及摩擦片作用於由驅動轴切斷之方向，以切斷引擎單 元107之動力對變速箱122之傳達。 其次’說明在機車101巾―cpU3〇5發生異常時之控制動 作0 CPU305&測出動作狀態之異常時，將切斷信號輸出至 馬達電源切斷電路31〇、311，並將模態切換信號輸出至 97485.doc -26- 1282832 動電路306、307。各馬達電源切斷電路31〇、311由CPU3 Ο 5 被輸入切斷信號時’切斷供應至驅動電路3 〇 6、3 0 7之馬達 電源1、2。 而，驅動電路306、307之各馬達電源之供應被馬達電源 切斷電路310、311切斷’且由CPU305被輸入模態切換信號 時’如圖4(c)所示，使FET1、2通電，使FET3、4斷電而轉 移至剎車模態，以抑制電動馬達127、143a之急遽之動作。 因此’ CPU305檢測有異常時，利用馬達電源切斷電路 3 10、3 11切斷馬達電源之供應，使驅動電路3〇6、3〇7轉移 至剎車動作。因此，離合器用電動馬達127及電動驅動機構 143内之電動馬達143a執行作為發電機之動作，產生反電動 勢，使反向電流流通，故產生與原來之旋轉方向反向之轉 矩’而呈現剎車動作。 而，由於離合器用電動馬達127轉移至剎車動作，故可抑 制離合器170之急速動作。又，由於電動馬達143&轉移至剎 車動作’故可抑制節流閥142之急速動作。其後，駕駛人可 藉操作節流閥操作把手149，以手動開閉節流閥142。 其結果，CPU305檢測有異常時，可抑制電動馬達丨27、 143a之急遽之動作，抑制離合器17〇及節流閥142之急速動 作，防止機車101動作之急遽變化，防止駕駛人之操作性之 變化。 其-人’ 5兒明在機車1 〇 1中，各感測器144、1 5〇、201及開 關205發生異常時之控制動作。 CPU3 05檢測由輸入電路3〇1或輸入電路3〇2輸入之節流 97485.doc -27- 1282832 開度檢測㈣或節流操作角度檢測信號之異常時，判別節 流閥開度感測器144或節流閱操作把手開度感測器灣生 異常，將切斷信號輸出至馬達電源切斷電路31G，並將模態 切換信號輸出至驅動電路306。馬達電源切斷電路31〇由 CPU305被輸入切斷信號時，切斷供應至驅動電路鳩之馬 達電源。 而，驅動電路306被馬達電源切斷電路31〇切斷馬達電源 之供應，由CPU305被輸入模態切換信號時，如圖价）所示， 使feT1、2通電，使FET3、4斷電，而轉移至剎車動作，以 阻止電動馬達143a之急遽之動作。 因此節μ閥開度感測器144或節流閥操作把手開度感測 器150發生異常時，利用馬達電源切斷電路3ι〇切斷馬達電 源之供應，使驅動電路306轉移至剎車動作。因此，電動驅 動機構143内之電動馬達1438執行作為發電機之動作，產生 反電動勢，使反向電流流通，故產生與原來之旋轉方向反 向之轉矩，而呈現剎車動作。 其結果，在節流閥開度感測器144或節流閥操作把手開度 感測器150發生異常時，亦可抑制電動馬達143a之急遽之動 作，抑制節流閥142之急速動作，防止機車i 〇丨動作之急遽 變化’防止駕敬人之不舒服感及操作性之變化。 CPU305檢測到由輸入電路304輸入之離合器位置檢測信 號之異常時，判別離合器感測器2〇丨發生異常，將切斷信號 輸出至馬達電源切斷電路3丨丨，並將模態切換信號輸出至驅 動電路307。馬達電源切斷電路3 !丨由CPU305被輸入切斷信 97485.doc -28- 1282832 唬時’切斷供應至驅動電路3〇7之馬達電源。 而，驅動電路307被馬達電源切斷電路3丨丨切斷馬達電源 之供應，由CPU305被輸入模態切換信號時，如圖4(勾所示， 使FET1、2通電，使FET3、4斷電，而轉移至剎車動作，以 阻止離合器用電動馬達127之急遽之動作。 因此，離合器感測器201發生異常時，利用馬達電源切斷 電路311切斷馬達電源之供應，使驅動電路3〇7轉移至剎車 動作。因此，離合器用電動馬達127執行作為發電機之動 作，產生反電動勢，使反向電流流通，故產生與原來之旋 轉方向反向之轉矩，而呈現剎車動作。 其結果，在離合器感測器201發生異常時，亦可抑制離合 器用電動馬達127之急遽之動作，抑制離合器17〇之急速動 作，防止機車101動作之急遽變化，防止駕駛人之不舒服感 及操作性之變化。 CPU3 05檢測到由輸入電路3〇3輸入之換檔位置信號之異 常時’判別換檔開關205發生異常，將切斷信號輸出至馬達 電源切斷電路3 11 ’並將模態切換信號輸出至驅動電路 307。馬達電源切斷電路311由CPU305被輸入切斷信號時， 切斷供應至驅動電路307之馬達電源。 如上所述’在機車101中，各感測器144、150、201及開 關205發生異常時，切斷對驅動各電動馬達143a、m之驅 動電路3 0 6、3 0 7之馬達電源之供應後’利用驅動電路3 〇 6、 307使各電動馬達143a、127轉移至剎車動作。 因此，在控制系統發生異常時，可抑制電動馬達之急遽 97485.doc -29- 1282832 之動作所引起之節流閥及離合器之急遽動作，防止機 作之急遽變化，防止駕駛人之不舒服感及操作性之變化動 又由於無必要追加驅動系統之新的機構及控制把 的電路等，故可以低成本實現如上述之故障防護機能之新 又，在圖17中，雖顯示在控制單元2〇〇内具有多數電動馬 達之驅動電路之構成，但並不限定於此構成。例如，如圖 U所示’也可在控制單元·内例如具備有對應於電動^ 143a之驅動電路3〇6，而準備多數個此種控制單元，二 另一電動馬達127之用。 又，驅動電路雖顯示包含酿1〜4之11橋電路構成， 障屯’ FET1〜4故障時’有難以使其轉移至剎車動作之 性。因此，例如，如圖19所示，考 ^ 考慮在^電路連接剎車 動作用之繼電器電路400。 =形，在異常發生時’只要切斷供應至驅動電路之馬 達電源，並使繼電器電路400執行動作，即可確實使 達執行剎車動作。其結果，可提高刹車動作之可靠性。又： 使用於繼電器電路之元件並非限定制電器，例如也可 使用可執行開關動作之半導體元件等。 直又，：上述例中’雖說明適用於以引擎單元為動力源之 情但並不限定於此，也可適用於以電動馬達為 之及二：’雖說明在節流機構中含有電動驅動 枝構143及即“作機構⑽作為驅動源之情形，但也可採 用含有將節流閥施力之彈簧作為驅動源之構成。 另外，在上述例中，雖說明在電子節流閥之控制系統中， 97485.doc -30- 1282832 各感測器144、15〇等發生異常之情形，但並不限定於此， 本發明之控制系統也可適應於在電子節流閥之控制系統 中，發生某些異常之情形。 以上，已利用適當之實施型態說明本發明，但此種記述 並非限定事項，當然，可作種種之改變。又，所稱之上述 貫轭1 L之機車，係指摩托車之意，含機動腳踏車（摩托 車）速克達機車，具體上，係指可使車體傾斜移動而轉彎 之車輛。因此，即使前輪及後輪之至少一方為2輪以上，在 輪月〇數之汁算上為三輪車•四輪車（或其以上），亦可包含於 「機車」中。 【產業上之可利用性】 依據本發明，可提供不必增加收容空間，即使在控制系 、、充I生異承時’也可抑制節流閥之急遽轉動之電子節流閥 之控制系統。 【圖式簡單說明】 圖1係表示本發明之電子節流閥之控制系統之構成圖。 圖2係表示本發明之節流閥之開度位置之剖面圖。 圖3係表示本發明之節流閥對時間之開度變化之曲線圖。 圖4(a)係表示電動馬達正轉動作時之控制電路之狀態之 圖（b)係表示反轉動作時之控制電路之狀態之圖，（c)係表 示處於再生狀態時之控制電路之狀態之圖。 圖5係表示本發明之電子節流閥之控制系統之另一構成 圖。 圖6(a)及（b)係表示本發明之節流閥之開度位置之剖面 97485.doc -31- 1282832 圖7(a)及（b)係表示本發 曲線圖。 明之節流閥對時間之開度變化 之 圖 圖8係表示本發明之電子節流閥之控制系 統之另一構成 圖9係表示本發明之節流閥與電動馬達之構成圖。 圖10係沿著圖9之X-X線之剖面圖。 圖11係表示本發明之節流操作機構之剖面圖。 圖丨2係表示本發明之機車之左側面圖。 圖13係表示本發明之引擎單元之放大左側面圖。 圖丨4係表示本發明之引擎單元之放大右側面圖。 圖丨5係表示本發明之節流閥機構之構成圖。 圖16係表示本發明之機車之控制系統之構成圖。 圖17係表示本發明之控制單元之構成圖。 圖18係表示本發明之控制單元之另一構成圖。 圖19係表示本發明之電動馬達之控制電路之構成圖。 【主要元件符號說明】 10 節流閥 11 節流體 12 閥軸 20 電動馬達 21 控制部 22 變速箱 30 第1施力機構 97485.docWhen the drive circuit 307 is to cut off the clutch 17〇, the driving force of the clutch electric motor 127 is used to release the biasing force of the clutch spring, and the clutch plate and the friction plate act on the direction in which the drive shaft is cut. The power of the engine unit 107 is communicated to the transmission 122. Next, 'the control operation when the locomotive 101 towel-cpU3〇5 is abnormal. 0 CPU305& When the abnormality of the operation state is detected, the cutoff signal is output to the motor power supply cutoff circuits 31〇, 311, and the modal is switched. The signal is output to 97485.doc -26- 1282832 moving circuits 306, 307. When the motor power supply shutoff circuits 31A and 311 are input with the OFF signal from the CPU 3 Ο 5, the motor power supplies 1 and 2 supplied to the drive circuits 3 〇 6, 3 07 are turned off. On the other hand, when the supply of the motor power sources of the drive circuits 306, 307 is cut off by the motor power supply cutoff circuits 310, 311 and the modal switching signal is input by the CPU 305, as shown in FIG. 4(c), the FETs 1, 2 are made. When the power is turned on, the FETs 3 and 4 are powered off and transferred to the brake mode to suppress the rapid operation of the electric motors 127 and 143a. Therefore, when the CPU 305 detects an abnormality, the supply of the motor power is cut off by the motor power supply shutoff circuits 3 10 and 3 11 to shift the drive circuits 3〇6 and 3〇7 to the brake operation. Therefore, the clutch electric motor 127 and the electric motor 143a in the electric drive mechanism 143 perform the operation as a generator, generate a counter electromotive force, and cause a reverse current to flow, so that a torque opposite to the original rotation direction is generated, and the brake is presented. action. Further, since the clutch electric motor 127 shifts to the brake operation, the rapid operation of the clutch 170 can be suppressed. Further, since the electric motor 143 & shifts to the brake operation, the rapid operation of the throttle valve 142 can be suppressed. Thereafter, the driver can operate the handle 149 by operating the throttle valve to manually open and close the throttle valve 142. As a result, when the CPU 305 detects an abnormality, it is possible to suppress the rapid operation of the electric motor 丨27, 143a, suppress the rapid operation of the clutch 17〇 and the throttle valve 142, and prevent the locomotive 101 from rapidly changing the operation of the locomotive 101, thereby preventing the operability of the driver. Variety. The person-person 5 is clearly in the locomotive 1 〇 1, and the sensors 144, 15 5, 201 and the switch 205 are controlled when an abnormality occurs. CPU3 05 detects the throttle 97485.doc -27- 1282832 opening degree detection (4) or the throttle operation angle detection signal abnormality input by the input circuit 3〇1 or the input circuit 3〇2, and determines the throttle opening degree sensor The 144 or the throttle operation handles the sensor opening degree sensor abnormality, outputs the cutoff signal to the motor power supply cutoff circuit 31G, and outputs the modality switching signal to the drive circuit 306. When the motor power supply shutoff circuit 31 receives a cutoff signal from the CPU 305, the motor power supplied to the drive circuit 切断 is turned off. On the other hand, the drive circuit 306 is turned off by the motor power supply cutoff circuit 31, and the supply of the motor power is cut off. When the CPU 305 receives the modal switching signal, as shown in the figure, the feT1 and the 2 are energized to turn off the FETs 3 and 4. And shift to the braking action to prevent the impulsive action of the electric motor 143a. Therefore, when an abnormality occurs in the throttle valve opening sensor 144 or the throttle valve operating handle opening sensor 150, the motor power supply cutting circuit 3 is used to cut off the supply of the motor power, and the drive circuit 306 is shifted to the braking action. . Therefore, the electric motor 1438 in the electric drive mechanism 143 performs the operation as a generator, generates a counter electromotive force, and causes a reverse current to flow, so that a torque opposite to the original rotation direction is generated, and a braking action is exhibited. As a result, when an abnormality occurs in the throttle opening degree sensor 144 or the throttle operation handle opening degree sensor 150, the rapid operation of the electric motor 143a can be suppressed, and the rapid operation of the throttle valve 142 can be suppressed to prevent the rapid operation of the throttle valve 142. The urgency of the locomotive i 〇丨 changes to prevent the discomfort and operability of the driver. When the CPU 305 detects an abnormality of the clutch position detection signal input from the input circuit 304, it discriminates that the clutch sensor 2 is abnormal, outputs a cutoff signal to the motor power supply cutoff circuit 3, and switches the modality signal. Output to the drive circuit 307. The motor power supply cut-off circuit 3 is turned off by the CPU 305. 97485.doc -28- 1282832 唬 When the motor power supplied to the drive circuit 3〇7 is turned off. On the other hand, the drive circuit 307 is turned off by the motor power supply cutoff circuit 3, and when the CPU 305 is input with the modal switching signal, as shown in FIG. 4 (the hooks are energized to make the FETs 1, 2, and the FETs 3 and 4 are turned on. When the power is turned off, the brake operation is interrupted to prevent the clutch motor 201 from being rushed. Therefore, when the clutch sensor 201 is abnormal, the motor power supply cutoff circuit 311 cuts off the supply of the motor power supply to make the drive circuit 3〇7 shifts to the brake operation. Therefore, the clutch electric motor 127 performs the operation as a generator, generates a counter electromotive force, and causes a reverse current to flow, so that a torque reverse to the original rotation direction is generated, and a braking action is exhibited. As a result, when an abnormality occurs in the clutch sensor 201, the rapid operation of the clutch electric motor 127 can be suppressed, the rapid operation of the clutch 17 can be suppressed, and the rapid change of the operation of the locomotive 101 can be prevented, thereby preventing the driver from feeling uncomfortable. When the CPU 3 05 detects an abnormality of the shift position signal input by the input circuit 3〇3, it is determined that the shift switch 205 is abnormal, and the cutoff letter will be cut off. The signal is output to the motor power-off circuit 3 11 ' and outputs a modal switching signal to the drive circuit 307. When the motor power-off circuit 311 is input with the cut-off signal by the CPU 305, the motor power supply to the drive circuit 307 is turned off. As described above, when an abnormality occurs in each of the sensors 144, 150, 201 and the switch 205 in the locomotive 101, the motor power supply for driving the driving circuits 3 0 6 and 3 0 7 of the electric motors 143a and m is cut off. After the supply, the drive motors 3 〇6 and 307 are used to shift the electric motors 143a and 127 to the brake operation. Therefore, when an abnormality occurs in the control system, the operation of the electric motor can be suppressed by the action of the electric motor 97485.doc -29-1282832. The rapid movement of the throttle valve and the clutch prevents the sudden change of the machine, prevents the driver from feeling uncomfortable and the change of the operability, and can be low because it is unnecessary to add a new mechanism of the drive system and the control circuit. The cost is as new as the above-described fail-safe function. In FIG. 17, although the configuration of the drive circuit having a plurality of electric motors in the control unit 2 is shown, the configuration is not limited thereto. For example, as shown in Fig. U, it is also possible to provide, for example, a drive circuit 3〇6 corresponding to the electric motor 143a in the control unit, and to prepare a plurality of such control units and two other electric motors 127. Although the drive circuit shows the configuration of the 11-bridge circuit including the brewing 1 to 4, it is difficult to transfer it to the brake action when the FET 1 to 4 fails. Therefore, for example, as shown in FIG. The circuit is connected to the relay circuit 400 for braking operation. = Shape, when the abnormality occurs, the brake operation can be surely performed as long as the motor power supplied to the drive circuit is turned off and the relay circuit 400 is operated. As a result, the reliability of the braking action can be improved. Further, the components used in the relay circuit are not limited to the electric device, and for example, a semiconductor element which can perform a switching operation or the like can be used. Straight, in the above example, 'the description is applicable to the case where the engine unit is used as the power source, but it is not limited to this. It can also be applied to the electric motor and the second: 'Although the electric drive is included in the throttle mechanism. The branch structure 143 and the case where the mechanism (10) is used as the driving source, but a configuration including a spring that biases the throttle valve as a driving source may be employed. In addition, in the above example, the control of the electronic throttle valve is described. In the system, 97485.doc -30- 1282832, the sensors 144, 15〇, etc. are abnormal, but are not limited thereto, and the control system of the present invention can also be adapted to the control system of the electronic throttle valve. In the above, the present invention has been described using appropriate embodiments, but such description is not a limitation, and of course, various changes can be made. Further, the locomotive referred to as the yoke 1 L is Refers to the meaning of a motorcycle, including a motorized bicycle (motorcycle) speed skating locomotive, specifically, a vehicle that can make the vehicle body tilt and move and turn. Therefore, even if at least one of the front and rear wheels is more than 2 rounds, Lunar month The number of juices counts as tricycles and four-wheelers (or above) and can also be included in the "locomotive". [Industrial Applicability] According to the present invention, it is possible to provide a control system for an electronic throttle valve that can suppress the rapid rotation of the throttle valve even when the control system and the charging device are not required to be increased. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a view showing the configuration of a control system for an electronic throttle valve according to the present invention. Figure 2 is a cross-sectional view showing the opening position of the throttle valve of the present invention. Fig. 3 is a graph showing changes in the opening of the throttle valve of the present invention with respect to time. Fig. 4 (a) is a view showing a state of a control circuit when the electric motor rotates in the normal rotation operation, (b) is a view showing a state of the control circuit at the time of the reverse rotation operation, and (c) is a control circuit showing the state in the regenerative state. State diagram. Fig. 5 is a view showing another configuration of the control system of the electronic throttle valve of the present invention. Fig. 6 (a) and (b) are sectional views showing the opening position of the throttle valve of the present invention. 97485.doc - 31 - 1282832 Figs. 7(a) and (b) are views showing the present invention. Fig. 8 is a view showing another configuration of the control system of the electronic throttle valve of the present invention. Fig. 9 is a view showing the configuration of the throttle valve and the electric motor of the present invention. Figure 10 is a cross-sectional view taken along line X-X of Figure 9. Figure 11 is a cross-sectional view showing the throttle operating mechanism of the present invention. Figure 2 is a left side view showing the locomotive of the present invention. Figure 13 is an enlarged left side elevational view showing the engine unit of the present invention. Figure 4 is an enlarged right side view showing the engine unit of the present invention. Figure 5 is a view showing the configuration of the throttle mechanism of the present invention. Fig. 16 is a view showing the configuration of a control system for a locomotive of the present invention. Figure 17 is a view showing the configuration of a control unit of the present invention. Figure 18 is a view showing another configuration of the control unit of the present invention. Fig. 19 is a view showing the configuration of a control circuit of the electric motor of the present invention. [Main component symbol description] 10 throttle valve 11 fluid 12 valve shaft 20 electric motor 21 control unit 22 gearbox 30 first force applying mechanism 97485.doc

Claims (1)

1282832 第093134743號專利申請案 中文申请專利範圍替換本(95年5月) 十、申請專利範圍： 一種電子節流閥之控制系統，其係包含： 調整内燃機之吸氣量之節流閥； 驅動前述節流閥之電動馬達；及 控制前述電動馬達而包含控制電路之控制部者， 其中前述節流閥包含對該節流閥向關方向施力之施力 機構； 其特徵在於： 月’J述控制部係在前述控制系統發生異常之際，利用使 前述電動馬達處於再生狀態，藉以控制由前述施力機構 之施力所致之前述節流閥向關方向轉動之速度者。 2·如请求項1之電子節流闕之控制系統，其中在前述控制系 統發生異常之際，前述節流閥係在藉前述施力機構之施 力向關方向轉動後，被保持於特定開度位置者。 3· —種電子節流閥之控制系統，其係包含： 調整内燃機之吸氣量之節流閥； 驅動前述節流閥之電動馬達；及 抚制刚述電動馬達而包含控制電路之控制部者， 其中前述節流閥係包含使該節流閥向關方向施力之第 1鉍力機構，及向開方向施力之第2施力機構； 其特徵在於： 一刖述控制部係在前述控制系統發生異常之際，利用使 ΓΛΤ達處於再生狀態，藉以控制由與前述第1及第 機構之相對的施力所致之前述節流閥向關方向或 974851-950518.doc 1282832 _一一^___、 開方向轉動之速度者。【ίί.㈣，:.叫 (如請求項3之電子節流闕之控制系二 統發生異常之際，前述節流閥係在藉與前述第丨及第2施 力機構之相對的施力向關方向或開方向轉動後，被 於特定開度位置者。 μ、 5. 如請求項2之電子節流閥之控制系統，其中在前述節流閥 被保持於特定開度位置時，前述内燃機係維持退避行^車 狀態者。 6. 如請求項4之電子節流閥之控制系統，其中在前述節流閥 被保持於特定開度位置時，前述内燃機係維持退=鱼 狀態者。 早 7· 種電子節流閥之控制系統，其係包含： 調整内燃機之吸氣量之節流閥； 驅動前述節流閥之電動馬達；及 控制前述電動馬達而包含控制電路之控制部者盆 徵在於： ，八符 二珂述控制部係在前述控制系統發生異常之際，利用使 月J述電動馬達處於再生狀態，制動前述節流閥之轉動者。 8·:求項7之電子節流閥之控制系統，其中在前述控制系 、克t生異常之際，前述節流閥係被保持於前述異常發生 之時點之開度位置者。 9· t 項1至8中任一項之電子節流閥之控制系統，其中 別述控制部係在前述控制 系統發生異常之際，切斷供廣、 至刖述電動馬達之電源後，使前述電動馬達處於再生狀 974851-950518.doc 12828321282832 Patent Application No. 093,134,743 Patent Application Replacing the Chinese Patent Application (May 95) X. Patent Application Range: A control system for an electronic throttle valve, comprising: a throttle valve for adjusting the intake air volume of the internal combustion engine; An electric motor of the throttle valve; and a control unit including a control circuit for controlling the electric motor, wherein the throttle valve includes a biasing mechanism for biasing the throttle valve in a closing direction; and wherein: The control unit controls the speed at which the throttle valve is rotated in the closing direction by the biasing force of the biasing mechanism by causing the electric motor to be in a regenerative state when an abnormality occurs in the control system. 2. The control system of the electronic throttle according to claim 1, wherein the throttle valve is held in a specific opening after being rotated in the OFF direction by the biasing force of the biasing mechanism when an abnormality occurs in the control system. Degree location. 3. A control system for an electronic throttle valve, comprising: a throttle valve for adjusting an intake amount of an internal combustion engine; an electric motor for driving the throttle valve; and a control portion for accommodating the electric motor and including the control circuit The throttle valve includes a first biasing mechanism that urges the throttle valve in the closing direction and a second biasing mechanism that biases in the opening direction. The control unit is coupled to When the control system is abnormal, the throttle is in a regenerative state, so as to control the throttle valve in the off direction caused by the opposing force of the first and the first mechanisms or 974851-950518.doc 1282832 A ^___, the speed of the rotation in the open direction. [ ί , ( ( ( ( ( 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如 如In the control of the electronic throttle valve of claim 2, wherein the throttle valve is held at a specific opening position, the aforementioned 6. The control system of the electronic throttle valve according to claim 4, wherein the internal combustion engine maintains the return/fish state when the throttle valve is held at the specific opening position. The control system of the electronic throttle valve includes: a throttle valve for adjusting the intake air amount of the internal combustion engine; an electric motor for driving the throttle valve; and a control unit for controlling the electric motor and including the control circuit In the case of an abnormality in the above-mentioned control system, the control unit is configured to brake the rotor of the throttle valve by using the electric motor in the regenerative state. 8: The electronic section of claim 7 Flow valve control In the above-mentioned control system, when the abnormality occurs, the throttle valve is held at the opening position at the time when the abnormality occurs. 9· t The electronic throttle valve according to any one of items 1 to 8 In the control system, when the control system is abnormal, the power supply is turned off, and the power supply to the electric motor is turned off, and the electric motor is regenerated. 974851-950518.doc 1282832 ίο. π. 12. 如凊求項1至6中任一項之電子節流闕之控制系統，其中 月’J述施力機構係由包含彈簧之機構所構成者。 如睛求項1至8中任一項之電子節流閥之控制系統，其中 進步包合利用手動驅動前述節流閥之節流操作機構； 在則述控制系統發生異常之際，利用前述節流操作機 構向閉方向可轉動地控制前述節流閥者。 種機車，其係包含請求項1至11中任一項之電子節流閥 之控制系統者。 974851-950518.doc。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 The control system of the electronic throttle valve according to any one of items 1 to 8, wherein the progressive inclusion utilizes a throttle operation mechanism for manually driving the throttle valve; and when the control system is abnormal, the foregoing section is utilized. The flow operating mechanism rotatably controls the aforementioned throttle valve in the closing direction. A locomotive comprising the control system of the electronic throttle valve of any one of claims 1 to 11. 974851-950518.doc
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